Transmission control



Nov. 8, 1949 o. W.A scHorzj. 2,487,482

TRANSMI SS ION CONTROL Filed June 19, 1947 4 sheets-sheet 1 INVENTOR. om W sckQfz.

Nav. 8, E949 v d. w. scHoTz 2,487,482

TRANSMISS ION CONTROL Filed June` 19, 1947 4 sheets-sheet 2 J/s Vf i M INVENTOR. Offa )M Schfz.

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Nw; R949 o. w. sci-:0T2 2,437,432

TRANSMISSON CONTROL Filed June 19, V1947' 4 shets-sheet s ov. 8, 1949 o. w. scHoTz 2,487,482 TRANSMISSION coN'r'RoL Filed June 19, 1947 4 sheetsfsheet 4 Patented Nov.: 8.1949

2,437,482 'rRANsMlssloN CONTROL Otto W. Schotz, Detroit, Mich., assignmto .Chrysler Corporation, Highland Park, Mich., a corporation of Delaware Application J une 19, 1947, Serial No. 755,661

This invention relates to automotive vehicle 3 Claims. (Cl. 'I4-473) transmission controls and more particularly to f a. mechanism adapted -to alternately move a transmission control member in a first direction and in a second direction in response to successive cycles of reciprocation of a power member.-

Apparatuses for automatically changing speed ratio drives in motor vehicle transmissions have. been developed. These apparatuses are usually responsive to driver signal as, for example, by throttle closing within predetermined vehicle speed limits to initiate a cycle including a, change in transmission speed ratio drive as described in my copending applications, Serial Numbers 687,247 and 687.248.

These apparatuses provide a power member, such as a piston, andmeans to move the power member through a cycle such as reciprocation in a rst direction and return in response to predetermined vehicle operating conditions. The associated transmission in which the change in speed ratio drive is to be effected in response to movement of the power member through its cycle is usually provided with a component in the nature of a shift rail which can be moved in a first direction to effect one speed ratio drive and in a second direction to effect another speed ratio drive. It is an object of this invention to pro- It is an additional object of the invention to provide a motion translating unit which when assembled has no slots or otherlarge openings in its case through which dirt and water may penetrate.

It is a further object of the invention to guide the motion of the moving parts of the motion translating mechanism by the respective engaging surfaces of the parts and thereby to eliminate any additional parts or slots for guiding the motion of these parts.

The invention will be described herein in conjunction with a suggested transmission and clutch control apparatus as a typical application thereof although it is not intended that the invention be limited to the associated apparatus described therein.

In the drawings:

Fig. 1 is a longitudinal sectional elevation through the main clutch mechanism;

Fig. 2 is a vertical section of a transmission;

Fig. 3 is a sectional elevation of a portion of the mechanism carried by the transmission housing;

Fig. 4 is a section on the line 4-4 of Fig. 3;

Fig. 5 is a section on the line 5--5 of Fig. 3;

Fig. 6 is a side elevation of a portion of the 4apparatus shown in Fig. 3; I

Fig. 7 is a view taken on the line 1-1 of Fig. 6 Zlooking upward into the housing with the base plate removed and with associated transmission components illustrated `by dot and dash lines;

Fig. 8 is a. view similar to Fig. 7 but showing the motion translating mechanism in a different position; and

Fig. 9 is a diagrammatic view of a. transmission and clutch control apparatus of which my invention forms a component part.

In a motor vehicle, the usual internal combustion engine having a crankshaft 20 drives through fluid coupling 2| and a conventional type oflfriction main clutch 22 through shaft 23 to a variable speed ratio transmission 24 from which the drive passes from the output shaft 25 to the vehicle ,I

rear wheels in the usual manner.

g The engine crankshaft 20 carries the vaned fluid coupling impeller 26 which in the well known manner drives the vaned runner 2l whence the drive passes through hub 28 to clutch driving member 29. `This member then transmits the drive when clutch 22 is engaged as in Fig. l, through driven member 30 to the transmission driving shaft 23 carrying the main drive pinion 32. A clutch pedal 33 controls clutch 22 such that when the driver depresses this pedal yoke 34 and collar 35 are thrust forward to cause levers 36 to release the clutch driving pressure plate 31 against springs 38 thereby releasing the drive between runner 21 and shaft 23. The primary function of the main clutch 22 is to enable shifts to be made manually or automatically in transmission 24. The relation of the fluid coupling to the control system is described in the copending application, Serial No. 661,298

.. filed April 11, 1946, by C. A. Neracher, et al.

or sleeve 5|.

carried by sleeve and are provided withfric- The terms second speed and direct drive will be referred to herein for simplicity but it is to be understood that the invention is not so limited. Any change between a relatively slow speed drive and a relatively fast speed drive may be obtained by the control apparatus when associated with a corresponding change speed mechanism.

vThe driven shaft 25 has mounted thereon the low speed and reverse gear 41 splined to the driven shaft for selective meshing with the countershaft low speed gear 42 or the reverse idler gear 45 for respectively transmitting low speed drive` to the driven shaft v25 or the drive thereto in a reverse direction. Freely rotatable on shaft l25 is the second speed gear 48 in constant mesh with the countershaft gear 43 for transmitting a second speed ratio drive. 'I 'he gear 32 drivingly carries a setl of circumferentially spaced'external clutch teeth 49. In a similar manner the gear 48 drivingly carries a set of clutchteeth50.. i

4Splined on the shaft 25 adjacent the'forward extremity thereof,v is an `axially shiftable collar Blocker` teeth rings 52 and 53 are tion means (notgshown) adapted to selectively vcooperate with vfriction means provided with The blocker teeth rings 52- teeth 49 and 50. and 53 are adapted forfslight rotation relative to sleevefl to facilitate .synchronizing of gear speeds priorto 'clutching of vshaft 25v through collar 5| with either gears 32 or 48 in a manner well known in-the art. The'transmission is illustrated in its neutral collar 5| `may be shifted axially to the left as viewedin Fig. 2 by the control means hereinafter described to engage the teeth-49 drivingly connected to the gear 32 carried by the driving shaft 23. The collar is drivingly carried by the shaft 25. The second speed driving connection is established by similarly moving the collar 5| to. the right as viewed in Fig. 2 to engage teeth 50 carried by gear 48. The first orv low speed is obtained by moving gear 41 which is splined to driven shaft 25 forwardly in Fig. 2 into engagement with the countershaft low speed gear 42. Illie drive thenl occursfrom shaft 23 through main drive pinion 32, countershaft gear 49, countershaft low speed gear 42, gear 41, and driven shaft 25. Reverserdrive is obtained by engaging gear 41 with reverse idler gear 45. The transmission mechanism thus described is an embodiment conventionally employed in motor vehicles;

Transmission 24 is provided with control means comprising selector cam 55 keyed to shaft 56 which is keyed to selector lever 51. Rotation of selector lever 51 rotates cam 55. and the outward endof cam 55 is lifted by this movement (see Figs. 3 `and 5). Control-shaft 58 (Fig. 3) is rotatably mounted in the trasmission housing. Cylindrical lever 59 surrounds shaft 58 and pin 60 mounted normally to the axis of the shaft fastens the lever to the shaft. Relative axial Gear shift fork guide rail 68 supports the weight of forks 62 and 63. As illustrated in Fig. 4, finger 6| is normally in engagement with the fork 53 on the second speed and direct drive shift rail.

In operation. finger 6| is lifted orlowered to select the fork 62 or 63 which finger 6| is to move. Rotation of shaft 58, cylindrical lever 59, and finger 6| move the selected shift rail, fork, and collar to the left or right in Fig. 2 depending upon the direction of rotation of shaft 58. Lever 69 is provided and keyed to shaft 58 to rotate the latter.

Manual means are provided in the apparatus illustrated in Fig. 9 for the operation of the clutch and control of the transmission speed ratio drive. The clutch pedal 33 is rotatably mounted at 1|) on a shaft, not shown. An extension 33' of clutch pedal 33 depends below rotatable mounting 10 and has fixed thereto a pin 1i. A torque shaft 12 has one end thereof rotatably mounted on the vehicle frame, and the other end rotatably mounted adjacent the engine block. not shown, in a manner well known in the art. A lever 11 keyed to shaft 12 is provided with depending arm 18. A rod 19 operatively connects arm 18 with pin 1|. A slot 89 providrotation is prevented by pin 6|! but slight rotation of lever 59 on pin 60 is possible. Cylindrical lever 59 is provided with finger 6I adapted to penetrate the openings provided in forks 62 and 63 on shift rails 64 and 65. Spring 66 urges finger 6I to its downward position. Fork 62 engages collar 61 on low speed and reverse gear 41. Fork 63 engages collar 61 on low speed and reverse gear 41. 4Fork 63 engages collar 5| for selecting second or` direct transmission drive.

ed in rod 19 permits relative movement in one direction between rod 19 and pin 1|. The upper end of lever 11 may be operatively associated with the usual overcenter clutch spring. A lever 13 is keyed to torque shaft 12. A rod 15 connects lever 13 with clutch throwout fork 16. Clutch throwout fork 16 `engages collar 34. It will thus be seen that depression of clutch pedal 33 rotates extension 33 about rotatable mounting 18 and through pin 1| retracts rod 19 and rotates arm 18, shaft 12 and lever 13. to push rod 15 and rotate clutch throwout fork 16 thereby moving collar 34 and disengaging the clutch 22.

A manual shift control rod 82 is shown in Fig. 9 as associated with the steering column housing 83. The manual shift control rod 82 is slidably mounted in brackets, not shown, and adapted for both axial and rotary movement.V As usual in the art, the axial movement is adapted to select thetransmission shift rail 64 or 65 which is to be moved by finger 6| (Fig. 4), and rotation of the shift control rod 82 slides the shift rail in one of two directions (depending upon the direction of rod rotation) through the rotation of shaft 58- (Fig, 3) as described above". This effects the desired transmission speed ratio drive connection. A pair of spaced circumferential collars 85 and 86 located adjacent the base of rod 82 receive therebetween the end of a lever 81 which Ais rotatably mounted on the steering column housing 83. A rod 88 connects lever 81 with transmission selector lever 51. Axial movement of rod 82 is transmitted through this linkage to the selector lever 51.

An arm 9| is keyed to rod 82. A depending rod 92 connects arm 9| with a rotatable lever 83 mounted at 94. An arm 95 of lever 93 is connected to transmission shift lever 69 through rod 96. Rotation of rod 82 through the linkage just described vrotates shift lever 69 and shaft 58 (Fig. 3) for manual transmission control.

Automatic means for controlling both the clutch and the transmission have been superimposed on the manual means described above. Referring to Fig. 9 an airtight housing |08 containing a cylinder |81 has tubular connections |08 and |88 with the engine intake manifold. A solenoid valve I 89 is adapted to selectively open and close this connection and vent cylinder |01. A piston I I is slidably mounted In cylinder |01 and a spring ||I acting on piston ||0 and reacting on housing |06 urges piston |I0 to one end of cylinder |01. Manifold low pressure or vacuum as it' is commonly referred to. overcomes spring when valve |09 is open. Piston rod I|2 connects the piston 0 with an arm I|3 carried by a collar II4 rotatably mounted on torque shaft 12. The lever 11 previously referred to is provided with a pin ||5 which is adapted to be engaged by the arm I|9 when the latter is rotated in a counterclockwise direction. When cylinder |01 is connected with the manifold through valve |09 and tubular passage |08, piston IIO is moved to the left in Fig. 9 and piston rod I|2 rotates arm ||3 in a counterclockwise. direction. Arm ||3 engages and carries therewith the pin ||5 associated with lever 11 thereby rotating the lever. The lever 11 is keyed to the torque shaft 12 and the torque shaft 12y is thus rotated. Rotation of the shaft 12 rotates the lever 13 keyed thereto which pushes rod 15, rotates clutch throwout fork 16, and disengages the clutch 22. The rotation of the lever 11 and depending arm 18 in thistcounterclockwise direction does not cause a depression of the clutch lever m.- 'Thus mation' ofthe 1ever m m a 'counterclockwise direction will cause pin 91 to push one of the fingers to the left as viewed in Figs. 'I and 8 to thereby rotate lever\ I 23 and shaft 50. The direction of rotation of shaft 58 will be dependent upon whether finger I 2| or |22 was moved by pin 91. Rotation of shaft 58 will shift tion will move collar 5I to the right in Fig. 2 and pedal 33 vbecause of the cooperation of the slot 80 in rod 19 and the pin 1|. This pin and slot combination permits movement of rod 19 to theright in Fig. 9 without an accompanying depression of clutch pedal 33. When valve |09 disconnects cylinder '|01 from the manifold and vents the cylinder, spring III returns the parts described to their original position permitting the clutch to reengage.

The movement of piston ||0 also affects changes in transmission speed ratio drive by the movement of transmission collar 5I illustrated in Fig. 2. The automatic apparatus herein effects changes of speed ratio drive between a relatively slow drive of the driven wheels and a relatively fast drive or between second and direct drive as particularly described in relation to the Fig. 2

cause a second speed drive. Movement of finger |22 in a counterclockwise direction will move collar 5I to the left in Fig. 2 and cause a higher speed ratio drive to be eilected. Rotation of lever |03 in a clockwise direction in Figs. 7 and 8 is always used to index-the lever |03 relative to the ngers I2| and |22. Movement of piston I|0 by vacuumv through the linkage described rotates lever |03 in a counterclockwise direction and the spring return of piston ||0 moves lever |03 ina clockwise direction to index it or con-- dition it for the next successive shift.

Finger I 2| is provided with an extension 98. A spring |04 has one end thereof connected to finger |2| and the other end thereof connected to housing ||9. Extension 98 is long enough so that in all positions of the mechanism the extension overhangs the pin 91 so that the latter can prevent the fingers |2| and |22 and lever |23 from rotating in a clockwise direction as a unit about shaft 58 to an inoperative position out of reach of pin 91. Spring |04 prevents the fingers I2I and |22 and lever |23 from rotating in'a counterclockwise direction to an inoperative position. If spring |04 and extension 98 were not provided the ngers might be moved out of operative relation with the pin 91 when manual shifts are made by the operator. Spring' |04 also serves to bias the alternator so that if a shift is interrupted before completion as by the engine stalling the transmission. The torque shaft 12 is provided with the collar I|4 which is rotatably mounted thereon. An arm ||1 is carried by collar IM.

The arm I I1 is designed to actuate a motion translating device to be referred to herein as an alternator and generally designated by the numeral I |8. Alternator |I8 is adapted to translate successive counterclockwise rotations of arm ||1 to alternate counterclockwise and clockwise rotations of transmission shaft 58 (Fig. 3). Referring to the alternator in Figs. 3, 6, '7 and 8 a housing ||9 is secured to 'the transmission at the lower end of shaft 58. A pair of fingers I2I and |22 are rotatably mounted on a lever |23 on opposite ends thereof. A pair of springs |24 and |24' urge fingers |2| and |22 together. The central portion of lever |23 is keyed to control shaft 58 previously referred to herein. A lever |00 is keyed to a shaft |0| outside of the alternator housing |I9. A rod |02 operatively connects the lever` |00 to the torque shaftarm ||1. A spring |28 and dashpot |21 may be associated with rod |02 and lever |00 as shown in Fig. 9, They cooperate to cushion the alternator and trans-l mission apparatus from sudden movement of the piston ||0. The lever |00 and shaft I 0I are thus rotated about in response to movement of the piston I I0 in the vacuum cylinder. A lever |03 is keyed to shaft I0| inside of the housing I|9. The fingers |2| and |22 are each provided with a recessed end portion 96 adapted to receive a pin 91 which is carried by the outer portion of finger |2| will be engaged by pin 41 when vacuum is restored in cylinder I 01. This assures that the collar 5| will be moved to the right in Fig. 2 and second speed drive obtained after the interruption.

When the lever |03 is moving to the left in Fig. '7 the lower surface of finger |2| will guide the finger 22 in its movement to the right. so that it will be positioned for association with pin 91 on its next counterclockwise movement. When the finger |22 is being moved to-the left in Fig. 8 by pin 91 the upper surface of nger |22 will guide the movement of finger I2| so that it will be positioned for association with pin 91 on its next counterclockwise movement.

The shafts 58 and |0I which penetrate the housing may be sealed against the entrance of dirt and moisture.

The location of the alternator I|8 which is illustrated herein as on the lower portion of the transmission housing is described and claimed in copending application, Serial No. 755,612 filed by Maurice C. Robinson.

Means to control the actuation of the piston IIO is illustrated in Fig. 9. A grounded source |63 connects switch |30 with a switch |64 adapted to be closed when the throttle is substantially closed. Line |65 connects switch |64 with a twoway shift rail switch |66 having a finger thereon (not shown) adapted to be engaged by abutments on the transmission shift rail 65. Reference may be had to the copending application of Carl A. Neracher, Serial No. 694,084 for a more complete description thereof. A first circuit in switch |66 is disconnected and a second circuit is connected when the shift rail has completed its movement. This switch movement alternates with each transmission speed ratio change on the shift rail 65. A vehicle speed responsive governor |69 has one outlet terminal |10 and two inlet terminals |1| and |12 and is adapted to connect the outlet terminal with one inlet terminal below a predetermined speed and with the other inlet terminal above the predetermined speed. Each inlet terminal is connected to one of the circuits referred to for switch |66. Line.|13 connects governor terminal |10 with solenoid valve |09 in manifold line |08. Line |14 grounds the circuit. Valve |09 is adapted to connect cylinder |01 with the manifold line |08 when energized and to close line |06 and vent cylinder |01 to atmosphere when not energized.

In the operation of the apparatus thus far described when the driver closes switch to select automatic drive and then closes the switch |64 by manipulation of the usual accelerator pedal |61 to a throttle closed position above a predetermined vehicle speed, valve |09 is energized to admit vacuum to cylinder |01. Piston ||0 is moved to the left in Fig. 9 and clutch 22 is disengaged through the linkage ||2, H3, H5, lever 18, shaft 12, arm 13, rod 15, and clutch throwout fork 16. This motion of the piston also causes a delayed movement of transmission finger 6| and shift rail 65 through arm I3, collar |I4, arm I1, rod |02, spring |28, arm |00, the alternator mechanism and shaft 56. The change in speed ratio drive caused by moving shift finger 6| moves the shift rail 65 which breaks the circuit at switch |66 thereby deenergizing solenoid valve |09 and permitting lspring to move piston I |0 to the right in Fig. 9 permitting the clutch to reengage. The switch |66 is now connected with its other circuit and a complete electrical circuit will be made when the governor |69 connects the outlet terminal |10 with the other inlet terminal below a predetermined vehicle speed and the driver closes the throttle switch |64 by releasing accelerator pedal |61. The electrical circuit then being complete the solenoid valve |09 is energized and the piston ||0 again moved to the left in Fig. 9 to repeat the process. The alternator mechanism will this time move the transmission shift nger 6I in the reverse direction from that previously experienced. The shift rail 65 will be moved and the collar 5| moved to causea second speed drive in the Fig. 2 transmission.

In order that the driver cannot open switch A|64 before the shift 'has been completedl a resilient connection may be incorporated in the throttle linkage. Reference may be had to` my copending i application, Serial No. 687,248 for a description thereof. This device has been generally designated by the numeral |32 in Fig. 9 of the drawings.

I claim:

1. In a motor vehicle a variable speed transmission, a movable element associated with said transmission and adapted to effect a first speed ratio drive when moved in a first direction and to effect a second speed ratio drive when moved in a second direction, a movable member, a first means to move said member through a predetermined cycle including movement in a first direction and return in response to selected vehicle operating conditions, a second means to cause successive cycles of movement of said member to alternately move said element in said flrst direction and in said' second direction, said second means comprisinga first rotatable shaft operatively connected to said element, a pairof oppositely directed lever arms keyed to said shaft, a first finger element rotatably mounted on one of said lever arms and having an engageable portion, a second finger element rotatably mounted on the other of said lever arms and having an engageable portion, reciprocating means 'operatively connected to said member for reciprocation thereby in response to movement of said member through said cycle, said reciprocating means having an engaging element associated therewith which is adapted to engage said engageable portion of said first finger, and to move said first finger and said first rotatable shaft during movement of said movable member in its first direction to thereby move said ,moveable element in its first direction to effect said rst speed ratiodrive, said engaging element being adapted to index relative to said fingers when said movable member completes its cycle by its return movement and to thereby be positioned to engage said second nger and move said movable element in its second direction in response to the next successive movement of said moveable member in it first direction, spring meansv urging said fingers together, said fingers having sufficient length to be retained in contact with each other by said spring means throughout the entire range of relative m-ovement of said fingers and cooperating surfaces on'said fingers adapted as an incident to relative movement of said fingers to guide said fingers so that each finger is properly positioned for engagement in its turn by said engaging element of said reciprocating means.

2. In a motor vehicle a variable speed transmission, a movable element vassociated with said transmission and adapted to effect a first speed ratio drive when moved in a first direction and to eiect a second speed ratio drive when moved in a sec-ond direction, a movable member, a first means to move said memberV through a predetermined cycle including movement in a rst direction and return in response to selected vehicle operating conditions, a second means to cause successive cycles of movement of said member to alternately move said element in said first direction and in said second direction, said second means comprising a first rotatable shaft operatively connected to said element, a pair of oppositely directed lever arms keyed to said shaft, a first finger element rotatably mounted on one of said lever arms and having an engageable portion, a second nger element rotatably mounted on the other of said lever arms and hav.ng an engageable portion, reciprocating means operatively connected to said member for reciprocation thereby in response to movement of said memfinger and move said movable element in its sec.

ond direction in response to the next successive movement of said moveable member in its first direction, spring means yieldably urging said fingers together, said fingers having suflicient length to be retained in contact with each other by said spring meansvthroughout substantially the entire range of relative movement of said fingers, said spring means accommodating separation of said fingers by said engaging element during said return movement of said engaging element, said separation permitting movement of said engaging element from a position between said fingers to a position beyondsaid fingers.

3. In a motor vehicle a variable speed transmission, a movable element assocated with said transmission and adapted to effect a first speed ratio drive when moved in a first direction vand to effect a second speed ratio drive when moved in a second direction, a movable member, a first .means to move said member through a predetermined cycle including movement in a first direction and return in response to selected vehicle operating conditions, a second means to cause successive cycles of movement of said member to alternately move said element in said first direction and in said second direction, said second means comprising a first rotatable shaft operasponse to movement of said member an arm keyed to said second shaft and adapted to rotate therewith, a pin on said arm adapted to engage said slottedportion of said first finger as said arm rnoves toward said first rotatable shaft and to move said first finger and said first rotatable tively connected to said element, a pair of oppositely directed lever arms keyed to said shaft, a first finger element rotatably mounted on one of said lever arms and having a slotted portion, a second finger element rotatably mounted on the other'of said lever arms and having a slotted portion', a second rotatable shaft operatively connected to said member for rotation thereby in a first direction and in a second direction in reshaft during movement of said movable member in its first direction to thereby move said movable element in its first direction to effect said first speed ratio drive, said pin being adapted to index relative to said fingers by movement away froml said first rotatable shaft when said movable member completes its cycle by its return movement and to thereby be positioned to engage said second finger and move said movable element in its second direction in response to the next successive movement of said movable member in its first direction,- spring means urging said finger elements and said lever arms to rotate as a unit in said first direction relative to the axis of said first shaft, said first nger element being provided with an extended portion adapted to engage said pin to limit the rotation of said finger elements and said spring means, said extended portion having sufficient length so that substantially all movement of said pin .in a direction away from said first rotatable shaft is made with said pin in engagement with aportion of said first finger element. y

OTIO W. SCHOTZ.

REFERENCES CITED The following references are of record in the file of this patent:A

UNITED STATES PATENTS Number Name Date 501,880 Fraser July 18, 1893 1,773,216 Campbell Aug. 19, 1930 2,208,828 Adams July 23, 1940 Certicate of Correction Patent No. 2,487,482 November s, 1949 OTTO W. SOHOTZ It is hereby certified that errors appear in the printed specification of the above numbered patent requiring correction as follows:

Column 3, lines 73 and 74, strike out the sentence Fork 63 engages collar 67 on 10W speed and reverse gear 47.; column 8, line 34, for the Word it read its;

and that the said Letters Patent should be read with these corrections therein that the same may conform to the record of the case in the Patent Oce.

Signed and sealed this 28th day of February, A. D. 1950.

THOMAS F. MURPHY,

Assistant ommz'ssz'oner of Patents. 

